Mixing device



May 14, 1940. G. REICHHELM E1- AL MIXING DEVICE Filed Aug. 6. 1958 2Sheets-Sheet 1 INVENTOR Y E N R O T T A May 14, 1940.

G. l.. RElHHELM E-r AL 2,200,723

.MIXING- DEvIcE Filed Ag. .6, 193s 2 Sheets-Sheet 2 rlwlfjww r11 m.

ATTORNEY Patented May 14, 1940 PATENT OFFICE c .t `2,200,723 t MIXINGDEVICE George LQReichhelm, New Haven, and Eric Holm and'Frank A. Kane,Jr.

, Derby, Conn., and Otis C. Funderburk, Weston, Mass., assignorsl toFrank A. Kane, Derby,

Conn.

Application August f 6, 1938, Serial No. 223,526 s claims; lotte-18o)This invention relates to a compression control lapparatus for internalcombustion engines,` and more particularly to a device for automaticallyoperating an auxiliary intake throttle in accordance with the rate offlow of the fuel` and air stream from a conventional carburetor, thisbeing `a continuation in. part of our patent application led April 26,1938, Serial No; 204,364. f

It is primarily Within the contemplation of this invention to` maintainsubstantially constant predetermined intake manifold depressions ati allF.speeds when the carburetor `throttle is not holding the manifoldvacuum to a greater valuerthan the predetermined depression-and toconse` quently reduce or entirely eliminate detonation;

`and in effecting this objective it is a further purlpose of ourinvention to control the said depression throughout `the entirerangelofengine operation Without in any Way restricting theflow `of `the fueland air mixture at full-speed or wideopen throttle conditions. And inthis aspect of o'ur inventionit is another one of `our objects to effectsuch control over conditions in thefintake `manifold as to producecloselycalibrated and predetermined depressions therein, invariablymainy tained during all. operating conditions of the motor. i I f l l Itis known that in `internalcombustion en- `gines designed according tocommon practice the intake manifold depressions vary over a Wide range,generally from 18` to `22 inches `Hg at idling or slow running speeds to`a v alue `as W as one-half inch H2O-such extremely lowydepressionsgenerally following the sudden opening of the carburetor throttle andbeing due to the fact that the flow resistance is comparatively `low forthe lower flow rates of the fuel-air mixture.` And under theseconditions, when theac- "celerator is suddenly depressed, it isanestab-` lished fact that there is a sudden surge affair#- `air beinglighter than-gasoline-thereby notionly `producing a lean and henceimproper mixture, but also, because of the unrestricted flow of thecharge, i resulting in cylinder `compressionshigher `than normal. Underthese conditions t flame 1propagation is most rapid, `and detonation orknockingf is the obvious result. In `conceiving `this invention it hashence been one of ourniain i objectives to improve `upon saidconditionsby maintaining manifold l depressions of substantiallyconstant value with predetermined throttle vopenings throughout thespeedrange,` afore said,` thereby eliminating one of thelp'rime Iofdetonation.

, `In accomplishing the aforesaid objectives,

and air mixture.

employ in our invention `an `automatic auxiliary throttle actuated inaccordance With the liowof `the linal air and fuel mixture in theintakeof `the motor, the device being of such a nature as not to offer anyincreased oW resistance at high Il oW .5 rates, such as occurs withgovernor devices; It is indeed one of` our objects to produce a resultquite the reverse of that effectuated `by the usual governor appliancewhich offers no obstructionto the flow of the air-fuel mixture at low`speedslfbut 10 does throttle the engine at high speeds to cause acorresponding lack of proper cylinder fillingwhereas with our inventionthe throttling effect occurs at low speeds, therebeing a gradualreduction in iiow restriction as the speedincreases with practically norestriction `to the flow oftthe charge at full speed `or wide openthrottle.` Cognizance is taken of certain other attempts-to accomplishthis purpose, but most of these have resulted in the employment ofrelatively intricate and ineffective devices; and it is` hence furtherwithin the contemplation of ourinventiontoiattain these objectives bymeans of a simplefand eflicient apparatus. i

It is another object of this invention to reduce fuel consumption ininternalcombustion engines l not only by maintaining a proper fuel andair i ratio, but also by electing` more eiicient atomization. It isknownthat no matter how finelygasoline is atomized as it leaves the maincarburetor jet, some of it is condensed on thevalve and valve shaft ofthe carburetor and is forced off in relatively large drops. Wecontemplate-by our in- .,Vention to extend the acceleratingY charge-over a longer dwell or period, particularly in doWnt draft structures,ourfdevice holdingr backallmexcess quantities or globules of gasolineejected from .the acceleration pumpof the carburetorandlprventing suchglobules from immediately entering `the mixture stream, thereby enablingany, .such 0 collected residual gasoline to be forced across the `sharpedges of the` throttle valve forming part of our device upon a`continuedflow of theffuel In order to further enhance this effect, andproduce a` more homogeneous l mixture,` we employ,`in a preferredfori-nef our throttle valve, serrated means for DrOducting a finelydivided fuel, in a manner to be hereinafter set forth.

i With the elimination of the sudden injection `of quantities ofunvaporized gasoline, it ispb'vious that the process of acceleration`isfurther iniprovedfin that crank` case dilution of the lubricating oilis reduced, the dan-ger to the cylinder "wwalls from undulywetmixturesis removed, and

smoke in the exhaust is eliminated-all of which constitute furtherobjects of our invention.

Still'another object of this invention is to eliminate back firing orpre-ignition of the intake mixture by providing a closure for thepassage between the carburetor and the engine, and in this mannerarresting the progress of any flame that may be present in the intakemanifold.

Another object is to eliminate Hutter or the synchronized opening andclosing of the throttle due to intermittent suction pulsations of theengine, this being accomplished by dampening vthe impulses which tend tocause such conditions.

And. a further object is to enable an internal l5 combustion engine tobe designed with a higher y compression ratio thanv is normallypossible, by lessening or entirely eliminating the detonation tendencyat low speeds.

It is still aY further object of' our invention to 'to collectaccumulations of liquid fuel under certain conditions.

Other objects, features and advantages will appearfrorn the drawings anddescription herein- 'after given.

Referring to the drawinngs,

Figure 1 is an elevation partly in section of a portion of an internalcombustion engine showing the relative position of our invention-withrespect to other conventional parts of the structure. y

Figure 2 is a plan view of the compression 'control apparatusconstituting our invention.

Figure 3 is a section of Figure 2 taken along ,'lne 3-3, showingfragmentary portions of the carburetor structure and intake manifold,the throttle valve having a portion of its short arm upwardly bent, thevalve being shown in two operative positions.

Figure 4 is an end view taken substantially 'along line 4--4, the coverplate being removed, certain of the parts being shown in two extremepositions.

Figure 5 is a perspective of the throttle plate and mounting therefor.

Figure 6 is a vertical section of a modifiedv form of, our invention,sho-wing a streamlined throttle valve and a variable Venturiarrangement, the valve being shown in twoypositions,

Figure '1 is a plan view of Figure 6.

Figure 8 is a vertical section, substantially similar to that of Figure3, of a modified form of our invention. i

Figure 9 is an enlarged fragmentary view of Figure 8 showing the path offlo-w of the fuel stream with the valve in its partially open position.

Figure 10 is a view similar to Figure 9 showing the valve in its wideopen position.

60 Figure 11 is a plan view of the structure of Figure 8.

Figure 12 is a perspective view of the slotted plate valve of Figures 8rto 11, inclusive.

Figure 13 isa fragmentary vertical` section' 65 substantially similar'tothat of Figure 8 showing a plate valve with the short arm bentdownwardly and Figure 14 is a View similar to Figure i3 showing thevalve in two partially opened positions. Inthe drawings, andparticularly in Figure l thereof, the compression control device I0constituting our invention includes the casing il which is essentially agland having inlet and outlet flanges I2 and I3 respectively, thesebeing .75 attached by suitablev bolts 'and nuts lite the eliminate thetendency of a device of this class y 7the Icylinder 24.

The casing Il of our compression control device contains therein aconduit 25 which communicates between the carburetor outlet 26 and theintake manifold 2l. The said conduit 25 is, in the preferred form shown,entirely unobstructed, except for the plate valve 28 which is pivvotallymounted with respect to the length thereof and which contains anupwardly bent portion 43a. As illustrated in the drawing, said mountingconsists of a shaft 29 extending .transversely 'across'the conduit 25and rotatably mounted within the walls of casing l l, that portion ofthe said shaft extending within conduit hav-ing attached thereto, bymeans of the screws 3B, the valve 28. It will be noted that shaft 29 isin engagement only with the engine side of valve 28, which in the downdraft construction illustrated is vthe undersurface of said valve, theupper surface being substantially flat, except for the small screws 30.f

The casing contains exteriorly disposed with respect to the conduit achamber 3l normally kept closed under operating conditions by the coverplate 32 attached to the casing by the screws 33. Said casing contains aboss 34 through which extends one terminal of the shaft 29, saidterminal having rigidly affixed thereto the lever '35. Ancho-red at lug36 of the casing is the spring 31 which is suitably attached to thelever 35 at portion 38 thereof. chamber 3| are the stops 39 and 40 tolimit the movement of thelever 35 and consequently the valve 28.

It will be noted that the spring 31 constantly urges the lever 35 in acounterclockwise direction, whereby it is normally held in abutmentagainst the stop 39, as shown in Figure 4, to keep the valve 28 initstclosed position substantially obstructing the conduit 25 as shown inFigure 3. It will also be lobserved that, in the form illustrated, thelowermost edge M of the valve 2B is serrated, this being a preferredalthough not an indispensable arrangement.

As will be noted from an inspection of Figures 2, 3 and 4, the lever 35is substantially at right angles to the plane of the valve 28. When thevalve is in its closed position, the position of the lever 35 is asshown in full lines in Figure '4, and the spring 31 obviously exerts aforce thereagainst in an angular direction with respect to the length ofsaid lever 35. When, however, the lever 35 is brought to its openposition against stop 40, as shown in Figure 4, the spring 31 extendssubstantially longitudinally of the said 'lever 35, and will exert apull thereagainst in a 'direction substantially parallel toV the lengthof 'said lever. Hencer the moment arm of said lever 35 is decreased asthe valve is brought to its open position, until, when it is in itsultimately extreme open position with the lever against stop '40, saidmoment arm is almost zero, so that aty said point the effective pull ofthe spring 3T 'is less than it is when the lever 35 is in the po-Extending into saidV `dash lines in Figure` 3. A `so selected and socalibrated as to effect a predei'sjition against stop 39. With thispreferred arrangement, there is thus a constantly decreasing `yieldableresistance, as the valve 28 is being opened, against any opening effortapplied thereto. The advantage of this construction will appearfrom thedescription hereinafter given.

`In the operation of this device the spring 31, as aforesaid, normallykeeps the valve 28 in its closed position, thereby substantiallyobstructing the intake passageway to the engine. Hence at idling speedsof the engine the valve 28 may be in its ultimate or near ultimateclosed positio`nthe small spaces between valve 2B and the Walls of theconduit being sufficient to permit the passage of small portions of theair-fuel mixture therepast. Upon increased demands of the engine andupon an opening of the carburetor Athrottle I6, it is obvious thatgreater quantities ,of the air-fuel mixture will enter the flow conduit25, and inasmuch as the action of the enfgine causes a depression in themanifold 21 on ,the` engine side of valve 28, said valve will be `forcedto open, against the action of spring-31, l,bytheair of the fuel-mixturecoming into engagement therewith during its course of flow `throughconduit 25.

i Ithas previously been `seen that the shaft29 ismounted off-center withrespect to the valve 28, thereby dividing the valvejinto two portions,the long portion 42 and the short portion 43. `Although the incoming airstrikes both of these portions, it is apparent that it will exert agreater total pressure upon the long portion 42 than upon the shortportion 43, thereby causing an opening of the valveas is indicated bythe dot- The said spring 31 is .termined resistance to themotivatingcurrent of air, in accordance with the particular design of `the engine,as will be more fully hereinafter set forth.` It is thus seen that thedevice comprising `our invention operates entirely automatically,

without any manual or mechanical controls, be- 'ing actuated solely bythe flow of the final air and fuel mixture from the carburetor.

It is important to note that the shaft 29 is `mounted on the engine sideof valvev 28, or on the side thereof disposed towards the intakemanifold. This produces an effect approaching that of` an airplane wingconstruction having a relatively thick portion at one section thereofgradually `tapering down to a thin edge. Although the `form shownparticularly in Figure 3 does not "precisely have such a construction,there being no'gradual tapering down of the valve towards the terminaledge thereof, nevertheless the effect `is substantially similar to thatproduced by a streamlined airplane wing, inthat the shaft 29 `tends tocreate an increased depression on the `underside of valve 28. In otherWords, the` air lcoming in through the conduit 25 at the short side ofthe valve (the left side in Figure 3) will encounter a restrictedportion formed by shaft 29 and the left wall 44 of the casing, therebypro- ,ducing a Venturi effect and causing an` increased "depression, onthe underside 'of valve 28. It is t'husobvious that the air passingthrough con- ,duit25` at the long portion of valve 28 (right `side, ofconduit 25, Figure 3) will encounter less .resistance in its effort toturn the valve 28 in a y clockwise direction inasmuch as there is agreater pressure differential on opposite sides of `the valve. `Hencewith a given carburetor throttle openingfthere will be a greater rate ofnowof the charge through the conduit 25 when the shaft It will be notedthat with the valve 28 in the full line positionof Figure 3, there is arestricted region 25a `between the bent portion 43a of the valveandtheleft `wall of the conduit. Due to the restriction at this region itis obvious that a reduced pressure will be created at thel underside ofthe valve, thereby producing a greater pressure `differential onopposite sides thereof, in this manner reducing` the effort tooperatively open the valve 28.

It will be noted that when the valve`28 is in its fully opened positionas indicated by the dotdash lines in Figure 3, the uppermost portion 43hof the undersurface of the valve is disposed towards the carburetor, inthe preferred form of this device, whereby a portion of the fuel streamentering the flow conduit will impinge thereagainst to further aid inthe opening effort applied` to the valve at this point. In other words,due to the bent configuration of the short arm of the valve 48,producing a short bent portion 43a, a portion of the undersurfacethereof is interposed in the path of thefuel stream when the valve isrotated beyond a predetermined point in its open position, in thismanner causing the fuel stream to engage the undersurface 43h and assistin effecting an opening effort. If, however,- the valve had notcontained said bent portion 43d, the fuel stream would engage the uppersurface of the short side of the valve to partly counteract `the openingeffort.

From the above description of the operation of this device, it will beapparent that when the carburetor throttle valve I 5 is opened, thedepression inthe manifold 2| becomes lowered by reason of the fact thatair flows through the conduit 25 towards the intake valves of theengine. As the carburetor throttle l 6 is opened still wider, more airflows through the device and lowersthe manifold depression accordingly,by providing a greater rate of flow through the carburetor to the enginecylinders. The greater the flow, the more will the valve 28 be openeduntil it reaches its extreme position` when the lever 35 is in abutmentwith stop 40, thereby offering no material restriction at this point tothe flow of the final fuel and air mixture. In this manner the cylindersare charged with a larger volume of fuel at open throttle conditions,resulting` in higher mean effective pressures, which in turn produce`higher torques and increased power output.

creases, it is obvious that the opening effort of the charge impingingupon portion 42 of the `valve Will be proportionately decreased. But itwill be remembered from the explanation hereinabove given that theeffort of the spring 31 also decreases as the valve is being opened, sothat the total effective net opening effort of the charge from thecarburetor is substantially constant throughout the entire operatingrange of valve 28. l

- It is obvious that the `device above described can be set at anypredetermined value of intake manifolddepression by employing a properlydesigned spring 3l, so that the intake manifold depression of the enginecan be maintained substantially constant at the value thereof set by themanufacturer of the engine for maximum horse power and speed. With ourinvention the manifold depressions or partial vacuums cannot drop belowthe predetermined level, as determined by the tension within spring 3T.

In our invention as hereinabove described, there cannot be such a suddensurge of air into the engine cylinders as generally occurs in convventional designs when the throttle is suddenly bend of opened, inasmuchas valve 28 is partially closed at such time and restricts the flow ofthe charge. It is thus obvious that when such sudden surges of air areprevented at the time of acceleration, not only is a proper fuel 'andair ratio maintained, but the unusually high compression resulting fromsuch air surges is prevented, thereby removing one of the main factorscausing detonation.

It is generally known that after a certain engine speed or throttleopening, this tendency to detonate is considerably reduced or entirelyeliminated. Under these conditions it is yoften desired to remove thevalve 28 as a material impediment to the passage of the mixture from thecarburetor, and in this connection the upward the valve, as illustrated,is particularly useful. The angle of the bend can be so designed thatwhen the valve 28 is opened sufficiently under the influence of theengine suction to pass beyond the detonation danger Zone, theundersurface 43h of the valve will be interposed directly in the. pathof the fuel stream to cause a complete and full opening of this valve inthe manner above set forth. In this manner the upward bend 43a of thisvalve enables it to be quickly brought into its least obstructingposition when the danger of .detonation no longer exists.

If upon suddenly opening the carburetor throttle wide, the accelerationpump of the carburetor, if it is provided with such a means, shouldeject excess quantities of unvaporized globules of gasoline, these willbe received and held back by the valve 28; and only as the said valve 28is gradually opened against the action of spring 31 will suchaccumulations of gasoline be forced into the intake manifold-thisprocess being obviously a gradual one due to the resistance of saidspring 3l. This provides a greater acceleration period, and enables anysuch unvaporized particles of gasoline to be forced across the sharpedges of valve 28 to be dispersed therefrom in a finely divided state.It should be noted that in its preferred form, the peripheral edge ofvalve 28 is sufliciently removed from the walls of the conduit (when inits closed position) to provide a very narrow slit between the saidwalls and substantially the entire periphery of vthe Valve, therebypresenting a dispersing edge of considerable linear proportions foratomizing the fuel stream flowing therepast. And for enhancing lthiseffect, we prefer to serrate the edge 4 l, thereby enabling this deviceto function as an efficient vaporizer, particularly inasmuch as the saidserrated edge 4l is at all times positioned in the Zone of highestvelocity in conduit 25.

It is also apparent that inasmuch as large quantities of unvaporizedfuel are prevented from entering the intake manifold at the instant ofacceleration, there will be less crankcase dilution of the lubricatingoil, and the cylinder walls will be free from unduly wet mixtures.Furthererly calibrated, and can function efficiently at all rates offlow therethrough.

In the modified form of this invention shown in Figures 6 and 7, theunderside 45 o-f the valve 46 is built up substantially in the shape ofan airplane wing, the thickest portion thereof being in the region ofshaft 4l, the valve tapering down therefrom to its edges. In this form,the outlet portion of the conduit 48 contains a somewhat restrictedportion 49 due to the inwardly tapering wall 56; and positioned betweenthe wall 50 and the axis 41, on the engine side of the valve, is thewall 5l, preferably of streamlined construction and extendingtransversely across the conduit. Due to the restriction in throat 52, itis obvious that a reduced pressure will be created at the underside ofthe valve 46, thereby producing a greater pressure differential onopposite sides thereof. It will also be observed that the wall 5lfurther provides two smaller throats or restricted regions 53 and 54,separating that portion of the charge which enters through passageway 521' into two sections, and inasmuch as two restricted regions are nowformed, the depr-essions below the valve 46 will be greater, resultingin more effective operation, particularly 'when the valve.

46 is in its open position as shown in Figure 6.

It will be noted that when the valve 46 is in its open position, theuppermost portion 45a of the undersurface 45 is disposed towards thecarburetor, in the preferred form of this device, whereby a portion ofthe fuel stream entering the conduit 48 will impinge thereagainst tofurther aid in the opening effort applied to the valve at this point.Without such an arrangement, the fuel stream would engage the uppersurface of the short side of the valve to partly counteract s theopening effort.

In this aspect of our invention, it is apparent that the action of thefuel stream against surface 45a of Figure 6 is similar in effect to theaction of l the fuel stream upon undersurface 43h of the" bent portion43a of the valve of Figure 3. In both cases a portion of the undersideof the valve is disposed in the path of the oncoming fuel stream tocause a further opening effort applied to the valve at a certainpredetermined point in the open position of the valve.

In the modification of our invention illustrated in Figures 8 to 12inclusive, it will be lseen that the long and short portions 6l] and 6i,re-

spaced, parallel, relatively narrow slits 63 and 64, respectively,extending transversely with respect to the pivotal axis 65. This form ofour invention is particularly` useful in eliminating ture, during idlingconditions-thus reducing the tendency of the valve to accumulate massesof gasoline thereon to subsequently dump the fuel spectively, of thevalve 62 contain a plurality of s .05 the danger of accumulations ofliquid fuel upon'Y into the intake manifold upon an opening there- .14

ac` Yf.,-,;lis thevalve` is `partially opened, as ,illustrated 14inFigure "9, there are obviously some air currents ,always passing throughall the slits, inasmueh aslthe Aslitted portions are disposed in ,thepathof the fuel stream. This action will force `the liquid fuel throughthe slits so that action made possible therewill be a well distributedlm of the fuel on both sides of the valve, and not only on the uppersurface thereofias would occur with a solid plate valvejThe equaldistribution of the liquid fuel `on both sides of the valve is furthereffectuated by the spaced arrangement of `the slits which extend overboth the long and short portions of the valve, thereby spreading thefilm evenly throughout the area thereof. And not alone is this by thedirect passage through the slits of accumulated globules of liquid fuel,but also by the capillary action of the elongated slits( It is thusapparent that with this arrangement there can be no undue accumulationsor pools `of liquid fuel upon the valve, the air current on both sidesof the open or partly q open `valve forcing the film off thelowerperiphery ofthe valve. It will further be noted that when the valveis in its Wide open position as indicated in` Figure 10, the parallelslits 64 are all substantially vertically disposed, the walls of theslitsforming channels for directing the fuel lm oniboth sides of thevalve downwardly towards Athe periphery for dispersion into the fuelstream. The lowermost terminals of each of the slottedportions 64ihenceconstitute a plurality of dispersing points, in the nature ofserrations, from which any liquid fuel that had accumulated on the valveis torn off. It is thus apparent that the slitted portions form animportant part of the structure of this` form `of our invention, and attimes are very necessary in a compression control device of thisnature.

The modification ofour invention shown in Figures 1.3 and 14 containsthe valve 66, the short portion 61 of which is downwardly bent, asdistinguished from the upwardly bent arrangement of the structureshereinabove described. This form of valve eifectuates what might beconsidered a retarded opening on the short side of the valve. Forexample, in Figure 13 the valve is shown in its closed position; and inFigure 14 the dot-dash representation shows the valve in a partly openposition, yet the valve passageway in the region of the short portion 61is still substantially closed; and upon examination of the fulllineposition of the valve in Figure 14, it will be seen thatthe left side ofthe passageway is still partly obstructed whereas the right sidepresents a substantial opening for the passage of the fuel streamtherethrough. Not only is this arrangement useful when certain engineconditions require such. a retardation, but it also has its value inproducing a directional eect of the i of the fuel stream from thecarburetor to the various cylinders of an engine.

It is of course understood that the various embodiments above describedand shown in the drawings are illustrative of our invention and notemployed by way of limitation, inasmuch as numerous changes andmodifications may be made within the scope of the appended claimswithout departing from the spirit of this invention;

, WhatI` claim is: e

1L 'A compressioncontrol apparatus containing a thrttling device forcontrolling the `flow of the' final air and fuel mixture into aninternal combustion engine, comprising a casing having an intake conduitadapted to communicate between Vthe carburetor and the intake of theengine,a throttle valve pivotally mounted within the conduit andnormally substantially obstructing the path through said conduit, saidpath being unobstructed except for said valve, a lever coa'ctivelyconnected with the pivotal mounting "for the valve, stop means to limitthe open and closed positions of `the valve, and yieldable meanscoacting iwith said lever for continuously` urging saidvalve towards itsclosed position, said yieldable means exerting a constantly decreasingeffort against the lever as the valve is being opened, the `axis `of thepivotal mounting for the valve being olf-center with respect to thelength thereofwherebyv the valve is divided into a long portion and ashortportion, said short portion of the valve being bent a predeterminedamount towards the carburetor, said long portion beingoperativelymovable towards the intake of the `engine when an openingeffort is exerted on the valve, said valve being operatively responsiveto` Aa pressure differential on opposite sides `thereof andbeing sopositionedin the casing as to be adapted to be opened in opposition tosaid yieldcombustion engine, comprising a casing having anintakeconduitadapted to communicate between the carburetor and the intake of theengine, a throttle valve pivotally mounted within the conduit andnormally substantially obstructing the path through said conduit, saidpath being unobstructed except for said valve, a lever coactivelyconnected with the pivotal mounting for the valve and vextendingsubstantially at right angles to the plane of the valve, stop means inthe path `of said lever for limiting its extreme positions to correspondwith the open and closed positions of the valve, and a spring anchoredto the casing and operatively secured to the lever whereby the springexerts a force in a direction tion, said short portion of the valvebeing bent a predetermined amount towards the carburetor, said longportion being operatively movable towards the intake of the engine whenan opening eifort is exerted on the valve, said valve being operativelyresponsive to a'pressure differential on opposite sides thereof andbeing so positioned in the casing as to be adapted to be opened inopposition to said spring by the said mixture `exerting an openingeffort first only against the said long portion of the valve, and aftera predetermined point against both the long portion and the bent shortportion of the valve.

3. .A throttling device comprising a conduit, a yvalve pivotally mountedoff-center Within the conduit whereby the Valve is divided into a longportion and a short portion, both portions containing a plurality ofspaced relatively narrow elongated slits extending transversely withrespect to the pivotal axis of the valve to theperipheral edge thereofto form channels for directing fuel accumulated on both sides of thevalve to the periphery thereof, and means to actuate the valve.

4. A throttling device comprising a conduit, a valve pivotally mountedoff-center within the conduit whereby the valve is divided into alongportion and a short portion, each portion containing a plurality ofspaced, parallel, relatively narrow slits, the slits of both portionsextending transversely with respect to the pivotal axis of the valve toopposite portions of the peripheral .edge thereof to form channels fordirecting fuel accumulated on both sides of the valve to the peripherythereof, the short portion being out of the plane of the long portion,and means to actuate the valve.

5. In an internal combustion engine, an intake passageway for the finalfuel and air mixture, a valve in said passageway for controlling theflow of said mixture, and yieldable means coasting with said valve andconstantly exerting a closing effort thereon, said valve beingoperatively sides thereof whereby it will be opened in opposition tosaid closing effort by said mixture acting thereagainst during its flowthrough said intake passageway, said valve having a portion of thatsurface thereof normally remote from the carburetor. so formed as to bedisposed fwithin the path of said iinal fuel and air mixture from thecarburetor when the valve is moved beyond responsive to a pressuredifferential on oppositeV a predetermined point in its open position,whereby the said mixture will impinge upon said surface to increase theopening elort exerted upon the valve, the valve containing a pluralityof spacedv relatively narrow elongated slits extending through the bodyof the valve to forni channels for directing fuel accumulated on bothsides of the valve towards the periphery thereof.

6. A throttling device for controlling the flow of the final air andfuel mixture into an internal combustion engine, containing a disc valvepivotally mounted off-center and normally substantially obstructing theintake of said mixture into said engine, the valve being operativelyresponv sive to a pressure differential on opposite sides thereofwhereby it will be opened by the said mixture acting thereagainst duringits flow to;- wards the intake of the engine, the long portion of thevalve being operatively movable towards the intake of the engine when anopening effort is exerted on the valve, the short portion of the valvebeing bent a predetermined amount towards the carburetor side thereof,whereby the surface of said short portion normally remote from thecarburetor will be disposed in the path of the mixture stream from thecarburetor when the valve is moved beyond a predetermined point in itsopen position, the valve containing a plurality of spaced relativelynarrow channel-like slits extending transversely with respect to thepivotal axis of the valve to the peripheral edge thereof to formchannels for directing fuel accumulated on both sides of the valvetowards the periphery thereof.

GEORGE L.. REICHI-IELM.

ERIC HOLM.

FRANK A. KANE, JR.

O-TIS C. FUNDERBURK.

